Starting and reversing mechanism



A. PETER.

STARTING AND REVERSING IVIECHI\I\HS[VI.

APPLICATION FiLED 0CT.16, i918- llatented Mar. 23, 19:20.,

ALFRED PETER 4 SHEETS-SHEET I.

A. PETER.

STARTING AND REVERSING MECHANISM.

APPLICATION FILED OCT- 16, 1918. 1 38 1 55, Patented Mar. 23, 1920.

4 SHEETS-SHEET 2.

J ww m An PETER.

STARTING AND REVERSING MECHANISM.

APPLICATION FILED OCT- 16. I918- Pa'benmd MM. 23 19130 4 SHEETS-SHEET 3.

lwpwwma A L FEE D PE TEE A PETER. STARTING AND REVERSING MECHANISM. APPLICATION FILED OCT- 16. I918.

, Patented Mm. mm

4 SHEETS-"SHEET 4-.

Ii ,4 N

Cir

UNITED strn rnsrnrnntr OFFICE.

ALFRED PETER, OF :rnnnn nrvtsns, Mronrenn, AssrcnoR To SHEFFIELD CAR COMPANY, or 'rnfann RIVERS, MIGHIGAN.

srnnrme nun envnnsme MECHANISM.

Specification of letters Patent.

Patented Mar. 23, 1920.

Application filed October 16, 1918. Serial No. 258,472;

To all whom, it may concern:

Be it known that I, ALFRED PETER, a citi zen of Switzerland, residing at Three Rivers, county of St. Joseph, State of liIichiga-n have invented certain new and useful Improvements in Starting and Reversing lvfechanisms, of which the following is a specification.

This invention relates to improvements in starting and reversing mechanisms.

My improved starting and reversing mechanism is especially desi 'ned by me for use on internal combustion marine engines, although it is desirable for use in other rela tions, particularly with the larger engines of the reversible types and, further, the startingfeatures are desirable for use in certain relations without the reversing features.

The main objects of this invention are:

First, to provide an improved starting and reversing mechanism for internal combustion engines.

Second, to provide an improved starting mechanism for internal combustion engines.

Third, to provide an improved starting and reversing mechanism for internal eombustion engines which is very simple in its operation.

Fourth to provide an improved starting and reversing mechanism for internalcombustion engines which is readily adapted to different types of engines or engines of dif ferent structure.

Further objects, and objects relating to structural details, will definitely appear from the detailed description to follow.

I accomplish the objects of my invention by the devices and means described in the following specification. The invention is clearly defined and pointed out in the clain'ls.

A structure which is a preferred embodiment of my invention is clearly illustrated in the accompanying drawing, forn'nng a part of this specification, in which:

Figure I is a detail view mainly in verti' cal section of a structure embodying the features of my invention.

Fig. II is an enlarged detail section through the air control valve mechanism.

Fig. III is a side elevation of the control lever, the rock shaft being shown in section.

IV is a detail side view of the air control valve mechanism.

Fig. If is an inside view of one of the air distribu ing al es.

Fig. VI is a transverse section on a line corresponding to line 66 of Fi II.

Fig. VII is a transverse section on a line corresponding to line 7-7 of Fig. II.

Fig. VIII is a transverse section on. a line corresponding to line 8-8 of Fig. II.

Fig. IX is a detail section through the ac tuating and fuel control rock shafts on a line corresponding to line 99 of Fig. l with the parts in their neutral or stop posi tion.

Fig. IX is a section through the same shafts on a line corresponding to line 9 9 with the parts in their neutral or stop position.

Figs. X and X are views corresponding to Figs. IX and IX with parts in their first starting position, the starting air only being turned down.

Figs. XI and XI are views corresponding to Figs. IX and IX with the parts in their second starting position, with both air and fuel on.

Figs. XII and XII are views correspond-- ing to Figs. IX and IX with the parts in their running position and the fuel 011 and air off.

For reverse starting and running the posi tions of the parts would be the reverse of that shown in Figs. X, X XI, XI; and XII, XII

In the drawing similar reference characters refer to similar parts tl'iroughout the several views, and the sectional views are taken looking in the direction of the little arrows at the ends of the section lines.

Referring to the d 'awing, the base 1. is designed to be mounted upon or in suitable relation to other parts of an engine, not shown, as I have only illustrated the parts which particularly cooperate with the novel features of my invention, and these without attempting to show or maintain the parts present in proper relative proportions.

2 represents a fuel feed reservoir connect ed to a suitable source of supply, not shown, 3 represents a pump, the plunger 4 of which actuated from the cam shaft 5 having a cam 6 thereon acting upon a rocker 7 pivoted at 8. The lower end of the pump plunger at is engaged by the lever 9 actuated from the rocker 7 through the block 10. "The block 10 is adjustable and is connected to the rod 11, the outerend of which is connectcd to the pivoted hanger 12, the hanger \governor or suitable hand control not shown,

thus regulating the throw of the plunger, increaslng or dlminlshmg the amount of fuelaccording to the load of the engine.

The pump, one only being illustrated, is

connected to the engine by the conduit 1%. The delivery of the fuel is controlled, that is, it is allowed to be fed to the engine or run back into the suction line by the valve 15. The control of the fuel valve 15 will he described later.

Thestructure illustrated is designed for use in connection with a three cylinder ma rine engine but can be applied to any number of cylinders, the cylinders of which (not illustrated) are connected by the pipes or conduits 16 to the compressed air control mechanism, designated generally by the numeral 17. This mechanism is connected to a source of compressed air, not illustrated, through the air inlet valve 18, the valve being shown in the drawings in its closed position.

In the structure illustrated the casing of the air control mechanism compriscsniembers 19, 20, 21 and 22 all assembled side by side and held in place by the bolts 23. The member 19 may, for convenience, be designated as-the base member and is provided with a central supply chamber 25 and with delivery passages 24 with which the cylinder delivery pipes 16 are connected. The member 22 may, for convenience, be designated as the head member andhas a supply chamber 25 and also passages 26 and 27 to either of which the port 28 of the Valve 18 may deliver air. Port 26 is connected to supply chamber 25 and port 27 is connected to the supply chamber 25. The members 20 and 21 have opposedports 3O controlled by the check valves 31. These valves seat outwardly and are arranged oppositely and held to their seats by the springs 32 disposed between them,sce Fig. II.

The members 21 and 22 have passages 33 connnunicating with the delivery passages 24. The distributing valves 35 and 36 have ports 37 adapted to successively register with the ports 30 as the distributing valves are rotated. These distributing valves are rotatably supported in recesses 38 provided therefor 'in'the' base and head members 19 and 22.

The distributing valves are driven from thelshaft 39-having a bevel gear 40 on its outer end meshing with the gear 41 on the shaft 5. For convenience in assembling the shaft orstem 39 has a section. 42 between the two valves, the section 42 having driving tangs 43 engaging coacting recesses in the inner sides of the valves. The shaft 39 has a recess which receives a tang-like projeci n 44 0. the valve This is also amatter of considerable convenience in assembling. With this arrangement of parts the delivery of air to the cylinders is timed through the successive registration of the ports 37 with the ports 30. Upon the admission of air through a port 37 the check valve thereof is lifted from its seat, the pressure closing the opposing valve, so that the air is delivered to the particular cylinder to actuate the engine, the operation being suecessivc with the cylinders as long as the valve 18 remains open. lVhen the valve is turned to deliver through the passage 26 the engine is started in one direction and when delivered through the passage 27 it is start ed in the opposite direction. This is accomplished by timing the ports 37 in the valves and 36 in proper relation to each other.- Ports 37 are also timed in relation to the engine pistons in such a way that air is admitted to any cylinder just after its crank is about one or two degrees beyond its upper dead center and is cut oil shortly after the successive cylinder begins to receive air.

To provide a. complete control for the engine, I also provide means for control ling the fuel.

In the structure illustrated the valve 18 is connected to the control rock shaft 45 by means of the link 46, the valve having an arm 4:7,see Fig. IV, and the rock shaft an arm -18 to which the link is connected. This rock shaft is actuated by the control lever a9, a segment 50 being provided to coact with the lever dog 51 of the lever. This segment 50 has notches for the dog with indicia associated therewith indicating the stop, starting ahead and the ahead running positions, and the astern starting and astern running positions.

The fuel control valve 15 which is also the suction v. lve of the fuelv pump 3, is connected with the rock shaft 52 which is controlled from the tappets or arms, shown in Figs. I and IX to XII inclusive, from the rock shaft -15. The connection between the upper end of the rod 59 and the valve 1!), however, is by touch only and is so arranged that there is a slight clearance between the rod 59 and the valve 15 when the engine is in regular operation. The rock shaft 52 provided with an arm 53 connected by the link 54, shown mainly in dotted lines in Fig. I, to an arm 56 on the rock shaft 57 disposed through the fuel reservoir On this rock shaft 57 is an arm 58 connected to the rod 59 which controls the fuel valve 15, when starting, stopping and reversing. The

control shaft a5 has a double or forked tappct 60 coacting with a single tappet (31 on the shaft 52, and the shaft 45 also has a single tappet or arm 62 coacting with a double tappet or arm 68 on the shaft 52.

In. Figs. IX and IX these coacting tap- .llU

ll i

All

pet arms are shown in their neutral. or stop position and the valve 15 by means of the rod 59 is held off its seat. When it is desired to start the engine ahead the lever 49 is shifted to the ahead starting position indicated by the notch in the segment 50 just underneath the word Ahead, which brings the parts to the position shown in Figs. X and X. This actuates the valve 18 shifting it to its ahead starting position, and the en gine is actiiiated by air pressure only. As soon, however, as it is in motion the lever 4:9 is moved farther, which brings the rod 59 away from the valve 15, thereby letting it down on its seat and the fuel instead of being lay-passed back into the suction line is fed into the engine, the tappet parts being then in the position shown in Figs. XI and X1 As soon as the engine fires, the control lever is moved backward to the notch directly underneath the word Running, indicated on the segment, which brings the tappet parts to the position shown in Figs; XII and XII. This cuts off the air but leaves the fuel to be fed into the engine.

When it is desired to stop the engine the lever is returned to its stop position through the tappet members 60 and 61, 62 and 63, which are brought back to a position similar to Figs. IX and IX the fuel valve 15 is lifted off its seat, thus bypassing the fuel back into the suction line and, therefore, stoppingthe engine. The engine may then be reversed or started in reverse direction by shifting the lever 49 to its astern position and manipulating as above described to feed the fuel and then returning the control lever to running position.

My improved starting and reversing mechanism is very simple and convenient to manipulate and is very efficient as a start ing and control mechanism. I have illustrated my improvements in an adaptation for a three cylinder marine engine and have illustrated only such parts thereof as I deem necessary to an understanding of my improvements. I have not illustrated or described various modifications or adapta tions which I contemplate and which might be desirable for other embodiments, as I believe the disclosure made will enable those skilledin the art to which my invention relates to embody or adapt the same as particular conditions may render practical.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a starting and reversing device for internal combustion engines, the combination of a fuel feed control valve, a starting air control. means comprising independent cylinder delivery connections, forward and reverse distributing valves for successively delivering air to the said cylinder delivery connections, check valves for said connections, means for actuating said distributing valves together, an air control valve for delivering air to either of said distributing valves, an actuating shaft operatively connected to said air control valve so that when actuated in one direction air is delivered to one and when actuated in the other direction air is delivered to the other of said distributing valves, a fuel valve shaft operatively connected with said fuel valve, double and single tappet members on said actuating shaft, and single and double tappet members on said fuel valve shaft coacting respectively with said double and single tappet members on said actuating shaft, said tappet members being positioned and aranged to provide a 10st motion connection for said shaft so that when the actuating shaft is moved in either direction from its neutral position the air control valve is first opened without actuating the fuel valve shaft and continued actuation of the actuating shaft actuates the fuel valve shaft and closes the fuel valve, said connections also permitting the return of the actuating shaft to a position closing the air control valve without opening the fuel valve, the fuel valve being opened when the actuating shaft is returned to its initial position.

2. In a starting and reversing device for internal combustion engines, the combina tion of afuel feed control valve, a starting air control means comprising independent cylinder delivery connections, forward and reverse distril'mting valves for successively delivering air to the said cylinder delivery connections, check valves for said connections, means for actuating said distributing valves together, an air control valve for delivering air to either of said distributing valves, an actuating shaft operatively connected to said air control valve so that when actuated in one direction air is delivered to one and when actuated in the other direction air is delivered to the other of said distributing valves, a fuel valve shaft operatively connected with said fuel valve, and a lost motion connection for said shafts so that when the actuating shaft is moved in either direction from its neutral position the air control valve is first opened without actuating the fuel valve shaft and contin ued actuation of theactuating shaft actuates the fuel valve shaft and closes the fuel valve, said connections also permitting the return of the actuating shaft to a position closing the air control valve without opening the fuel valve, the fuel valve being opened when the actuating shaft is returned to its initial position.

3. In a starting and reversing device for internal combustion engines, the combination of a fuel feed control valve, a starting air control means comprising forward and reverse distributing valves, an air control valve for delivering air to either of said distributing valves, an actuating shaft operatively connected to said air control valve so that when actuated in one direction air is delivered to one and when actuated in the other direction air is delivered to the other 'of said distributing valves, a fuel valve shaft operatively connected with said fuel valve, double and single tappet members on said actuating shaft, and single and double tappet members on said fuel valve shaft coacting respectively with said double and single tappet members on said actuating shaft, said tappet members being positioned and arranged to provide a lost motion connection for said shafts so that when the actuating, shaft is moved in either direction from its neutral position the air control valve is first openedwithout actuating the fuel valve shaft and continued actuation of the actuating shaft actuates the fuel valve shaft and closes the fuel valve, said connections also permitting the return of the actuating shaft to a position closing the air control valv without opening the fuel valve, the fuel valve being opened when the actuating shaft is returned to i s initial position. a

4. In a starting and reversing device for internal combustion engines, the combination of a fuel feed control valve, a starting air control means comprising forward and reverse distributing valves, an air conti ol valve for delivering air to either of said distributing valves, an actuating shaft operatively connected to said air control valve so that when actuated in one direction air is delivered to one and when actuated in the other direction air is delivered to the other of said distributing valves, a fuel valve shaft operatively connected with said fuel valve, and a lost motion connection for said shafts so that'when the actuating shaft is moved in either'direction from its neutral position the air control valve is first opened without actuating the fuel valve shaft and continued actuation of the actuating shaft actuatesthe fuel valve shaft and closes the fuel valve, said connections also permitting the return of the actuating shaft to a position closing the air control valve without opening the fuel valve, the fuel valve being open when the actuatingshaft is returned to its initial position;

5. In a starting and reversing device for internal combustion engines, the combination of a fuel feed control .valve, a starting control valve, an actuating shaft operativelv connected to said starting control valve sothat it is actuated when the shaft'is actuated in either direction, a fuel valveshaf-t operatively connected with said fuel valve, double and single tappet members on said actuating shaft, and single and double ta pet members on said fuel valve sha t acting respectively with said double and single tappet members on said actuating shaft, said tappet members being positioned and arranged to provide a connection for said shafts so that when the actuating shaft is moved in either direction from its neutral position the aircontrol valve is first opened without actuating the fuel valve shaft and continued actuation of the actuating shaft actuates the fuel valve shaft and closes the fuel valve, said connections also permitting the return of the actuating shaft to a position closing the air control valve without opening the fuel valve, the fuel valve being opened when the actuating shaft is returned to its initial position.

6. In a starting and reversing device for internal combustion engines, the combination of a fuel feed control valve, a starting control valve, an actuating shaft operatively connected to said starting control valve so that it is actuated when the shaft is actuated in either direction, a fuel valve shaft operatively connected with said fuel valve, and a connection for said shaft so that when the actuating shaft is moved in either direction from its neutral position the air control valve is first opened without actuating the fuel valve shaft and continued actuation of the actuating shaft actuates the fuel valve shaft and closes the fuel valve, said connections also permitting the return of the actuating shaft to a position closing the air control valve without opening the fuel valve, the fuel valve being opened when the actuating shaft is returned to its initial position.

7. In a structure of the class described, the combination of a fuel feed control valve, a starting control valve, an actuating shaft operatively connected to said starting control valve, a fuel valve shaft operatively connected with said fuel valve, double and single tappet members on said actuating shaft, and single and double tappet members on said fuel valve shaft coacting respectively with said double and single tappet members on said actuating shaft, said tappet members being positioned and arranged to provide a connection for said shafts so that the air control valve is first opened without actuating the fuel valve shaft and continued actuation of the actuating shaft actuates the fuel valve shaft and closes the fuel valve, said connections also permitting the return of the actuating shaft to a position closing the air control valve without opening the fuel valve, the fuel valve being opened when the actuating shaft is returned to its initial position.

8. In a structure of the class described, the combination of a fuel feed control valve, a starting control valve, an actuating shaft operatively connected to said starting control valve, a fuel valve shaft operatively connected with said fuel valve, and connecllO tions for said shafts so that the air control valve is first opened without actuating the fuel valve shaft and continued actuation of the actuating shaft actuates the fuel valve shaft and closes the fuel valve, said con nections also permitting the return of the actuating shaft to a position closing the air control valve without opening the fuel valve, the fuel valve being opened when the actuating shaft is returned to its initial position.

9. In a starting and reversing device for internal combustion engines, the combination of a control means comprising i11- dependent cylinder delivery connections, for ward and reverse distributing valves for successively delivering air to said cylinder delivery connections, check valves for said connections, means for actuating said distributing valves together, an air control valve for delivering air to either of said distributing valves, an actuating means therefor, a fuel feed valve, and operating connections for said control valves whereby on the initial actuation in either direction the air control valve is opened without closing the fuel valve and on further actuation the fuel valve is closed, said connections also permitting the closing of the air control valve without opening the fuel valve, the return of the actuating means to its initial position opening the fuel valve.

10. In a starting and reversing device for internal combustion engines, the combination of a control means comprising independent cylindcr delivery connections, forward and reverse distributing valves for successively delivering air to said cylinder delivery connections, an air control valve for delivering air to either of said distributing valves, an actuating means therefor, a fuel feed valve, and operating connections for said control valves whereby on the initial actuation in either direction the air control valve is opened without closing the fuel valve and on further actuation the fuel valve is closed, said connections also permitting the closing of the air control valve without opening the fuel valve, the return of the actuating means to its initial position opening the fuel valve,

11. In a structure of the class described, the combination of a fuel feed control valve, a starting air control valve, means for actuating said air control, and an operating con nection for said actuating means and fuel feed control valve permitting the openin of the air control valve without closing the fuel control valve, continued actuation closing the fuel valve, said connections also permitting the closing of the air valve without opening the fuel valve, the return of the actuating means to its initial position opening the fuel valve.

12. In a structure of the class described, the combination of a fuel feed control valve,

a starting air control valve, means for actuating said air control valve, and an operating connection for said actuating means and fuel feed control valve permittmg the opening of the air control valve without closing the fuel control valve and the continued actuation closing the fuel valve, said connections also permitting the closing of the air valve without opening the fuel valve, the return of the actuating means to its initial position opening the fuel valve.

13. In a device of the class described, the combination of base and cap casing mem bers, the base member having discharge passages therein and a supply chamber, the cap member having an inlet control valve there in and a pair of supply passages to either of which the control valve may deliver, a pair of plate-like intermediate members disposed between said cap and base members and having bores connecting one of the supply passages of said cap member with the su ply passage of said base member, and distrlbuting ports, check valves for said distributing ports, a pair of distributing valves rotatably mounted in said cap and base members and each provided with a port successively registering with said distributing ports, a stem having driving tangs engaging said distributing valves so that they are rotated together, said stem being disposed through and rotatably mounted in said intermediate members, and a driving shaft disposed through the base member and having driving connection with the distributing valve mounted therein.

M. In a device of the class described, the combination of base and cap casing members, the base member having discharg passages therein and a supply chamber, the cap member having an inlet control valve therein and a pair of supply passages to either of which the control valve may deliver, a pair of plate-like intermediate members disposed between said cap and base members and having bores connecting one of the sup ply passages of said cap member with. the supply chamber ,of said base member, and distributing ports, check valves for said distributing ports, and a pair of distributing valves rotatably mounted in said cap and base members and each provided with a ort successively registering with said distri uting ports.

15. In a device of the class described, the combination of base and cap casing members, the base member having dischar e passages therein and a supply chamber, t is cap member having an inlet control valve therein and a pair of supply passages to either of which the control valve may deliver, a pair of plate-like intermediate members disposed between said cap and base members and having bores connecting one of the supply passages of said cap member with the supply chamber of said base member, and distributing ports With opposed inwardly faeinw valve seats a and passages connectlng said 1 ports with said discharge passages, check valves for said distributing ports, seating springs for said check Valves disposed between the opposed valves, and a pair of distributing valves rotatably mounted in said cap and base members and each provided 

